JP2003262266A - Speed change hydraulic unit for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a speed change hydraulic unit for an automatic transmission capable of stopping a main pump during idling stop control and supplying necessary oil pressure for traveling during a restart-up and smoothly traveling. <P>SOLUTION: In a vehicle having an idling stop control means, an engine output torque detecting means detecting an equivalent value of engine output torque is arranged. A normal control portion outputting a line pressure adjustment control command after fastening of a fastening element for a forward movement is complete and a fastening control portion outputting the line pressure adjustment control command before fastening of the fastening element for a forward movement are arranged on a line pressure adjustment control means. During the restart-up after an idling stop, the fastening control portion outputs the line pressure adjustment control command in proportion to the detected equivalent value of the engine output torque. When the equivalent value of the engine output torque is a predetermined setting value or less, the line pressure adjustment control command being lower than a command value during the normal control is outputted. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift hydraulic system for an automatic transmission, and more particularly to a vehicle control system equipped with an idle stop control system for stopping idling of an engine when the vehicle is stopped during running.

[0002]

2. Description of the Related Art In recent years, when a vehicle is stopped while traveling and a predetermined stop condition is satisfied, the engine is automatically stopped to save fuel, reduce exhaust emission, or reduce noise. The idle stop vehicle configured as above has already been put into practical use. In such a vehicle, if the engine stops, the main pump driven by the engine will stop.
The oil supplied to the forward clutch of the automatic transmission also escapes from the oil passage, and the oil pressure drops. Therefore, when the engine is restarted, the forward clutch that should be engaged during forward running will also be in a disengaged state, and when the engine is restarted, this forward clutch will be promptly released. If it is not engaged with, the accelerator pedal is stepped on in a neutral state, so to speak, and there is a possibility that the forward clutch is engaged and the engagement shock is generated in a state where the engine is blowing up.

Therefore, as a means for solving this, for example, the technique described in Japanese Patent Laid-Open No. 2000-35122 is known. This technique employs a system that starts supplying oil to engage the forward clutch upon engine restart. When supplying the oil, the rapid pressure increase control of the oil is temporarily executed for a predetermined time in order to engage the forward clutch as quickly as possible. As this rapid pressure increase control, for example, a technique of shortening the supply time from an oil passage having a large pipeline resistance,
A technique is disclosed in which the control target pressure of a line pressure solenoid that regulates the line pressure is set higher than usual.

[0004]

However, the above-mentioned prior art has the following problems. That is, the pump discharge capacity is low immediately after the engine is restarted, and the pump discharge capacity is secured after the engine complete explosion. At this time,
When the above-described rapid pressure increase control is performed, there is a problem that a fastening shock due to a sudden fastening occurs due to a difference in pump discharge capacity. In the rapid pressure increase control, the pump friction is large before the engine complete explosion when the engine is restarted, and if the forward clutch is engaged too much before the engine complete explosion, the engine complete explosion timing will be further delayed due to the forward clutch friction. I will end up. As a result, there is a problem in that the securing of an appropriate pump discharge capacity after the complete explosion of the engine is delayed, and as a result, the start of normal engagement control is delayed.

The present invention has been made by paying attention to the problems of the prior art as described above, and in the shift hydraulic system of the automatic transmission which uses the main pump driven by the engine as a hydraulic power source, the idle stop control is performed. It is an object of the present invention to provide a shift hydraulic device for an automatic transmission, which can supply a hydraulic pressure necessary for traveling when the vehicle restarts even when the main pump is stopped, and can travel smoothly.

[0006]

According to another aspect of the present invention, there is provided an engine having idle stop control means for outputting an idling operation and stop signal of the engine to an engine control unit according to a preset idling stop condition. , An automatic transmission that performs a shift control by a control valve unit based on a command of a shift control means using a main pump driven by the engine as a hydraulic pressure supply source, and a line pressure in the control valve unit for forward movement in the automatic transmission A hydraulic pressure source preferential supply means that preferentially supplies the fastening element, a line pressure regulating means that regulates the line pressure to control the fastening of the forward fastening element, and a line pressure regulating means that regulates the line pressure. Line pressure adjusting control means for outputting a control command, the hydraulic pressure source priority supply means, and normal supply means. In a vehicle equipped with a switching means for switching, the engine output torque detection means for detecting an engine output torque equivalent value is provided, and the line pressure adjustment control means is provided with the line pressure adjustment after the completion of the engagement of the forward engaging element. A normal control unit that outputs a control command and a fastening control unit that outputs a line pressure adjustment control command before the completion of fastening of the forward fastening element are provided, and at the time of restarting after idle stop, the fastening control unit is detected. When the line pressure regulation control command is output according to the engine output torque equivalent value and the engine output torque equivalent value is equal to or greater than a preset set value,
It is characterized in that a line pressure adjusting control command lower than the command value during normal control is output.

According to a second aspect of the present invention, in the shift hydraulic system for an automatic transmission according to the first aspect, throttle opening detecting means for detecting a throttle opening is provided, and the engagement control section is configured to output the engine output. When the torque equivalent value is less than or equal to the set value, and the detected throttle opening is approximately 0.
Otherwise, the line pressure adjusting control command lower than the command value in the normal control is output.

According to a third aspect of the present invention, in the shift hydraulic system for an automatic transmission according to the first or second aspect, the engine output torque detecting means is an engine speed detecting means for detecting an engine speed. The engine output torque equivalent value is an engine speed.

According to a fourth aspect of the invention, in the shift hydraulic system for an automatic transmission according to the first to third aspects, the engagement control section is normally operated when the engine output torque equivalent value is equal to or less than the set value. It is characterized in that it outputs a line pressure adjusting control command which is about 30 to 60% lower than the command value during control.

According to a fifth aspect of the present invention, in the shift hydraulic system for an automatic transmission according to the first to fourth aspects, the line pressure adjusting control means causes the detected engine output torque equivalent value to be the set value. In the above case, a line pressure control switching unit that switches from the control by the engagement control unit to the control by the normal control unit is provided.

According to a sixth aspect of the invention, in the shift hydraulic system for an automatic transmission according to the fifth aspect, the line pressure regulating control means is preset as the set value in accordance with the throttle opening. Switching Timing An engine speed is set, and a timing setting section is provided for outputting to the line pressure control switching section the timing at which the engagement control is switched to the normal control section.

According to a seventh aspect of the invention, in the shift hydraulic system for an automatic transmission according to the fifth or sixth aspect, when the line pressure control switching section switches from the engagement control section to the normal control section, It is characterized in that the line pressure adjustment control command value output from the engagement control unit is switched to the line pressure control command value output from the normal control unit in a ramp shape.

According to an eighth aspect of the present invention, in the shift hydraulic system for an automatic transmission according to any of the second to seventh aspects, the shift control means is configured to perform the automatic shift when the detected throttle opening is substantially zero. It is characterized in that it outputs a shift speed command for operating a one-way clutch in the machine, and outputs a minimum shift speed command when it is other than substantially zero.

According to a ninth aspect of the present invention, in the shift hydraulic system for an automatic transmission according to any of the first to eighth aspects, the turbine rotational speed detecting means for detecting the input rotational speed of the automatic transmission and the turbine rotational speed are A turbine rotation speed decrease determining means for determining whether or not the engine speed has decreased by a preset setting speed or more, and an engine complete explosion determining means for determining whether or not the engine has completely exploded are provided. After it is determined that an explosion has occurred, when it is determined by the turbine rotation speed reduction determination means that the turbine rotation speed has decreased by more than the set rotation speed, the means for switching from the hydraulic pressure source priority supply means to the normal supply means is used. To do.

According to a tenth aspect of the present invention, in the shift hydraulic system for an automatic transmission according to any one of the first to ninth aspects, the automatic transmission is provided with a lock-up clutch that directly connects the engine and the automatic transmission. A transmission, the shift hydraulic device is provided with a lock-up solenoid and a lock-up clutch control valve for controlling engagement of the lock-up clutch, and the switching means is means using output pressure of the lock-up solenoid. Characterize.

[0016]

According to the first and second aspects of the present invention, when the engine is restarted after the idle stop, the hydraulic pressure source preferential supply means preferentially applies the hydraulic pressure to the forward engagement element. When the engine output torque equivalent value is equal to or lower than the set value (here, the set value is the set value that determines whether or not the hydraulic pressure is secured), the line pressure is set low to reduce the fastening force. Become. As a result, the engine load before the complete explosion of the engine is reduced, and the complete explosion of the engine can be completed quickly.

In addition, immediately after the complete explosion of the engine, there may be a momentary overspeed of the engine, but even after the complete explosion of the engine, the engagement control is performed by the engagement control section,
It is possible to reliably perform the fastening control while preventing the fastening shock. Here, in a situation where the discharge pressure of the main pump is not sufficiently secured even before or after the complete explosion of the engine, even if a high line pressure adjustment control command value is output, It is difficult to obtain a high line pressure, and controllability may deteriorate. Immediately after the complete explosion of the engine, the engine may become over-rotated, and the pump discharge capacity may temporarily increase rapidly.

However, in the present invention, even when the discharge pressure of the main pump is not sufficiently secured,
Since the line pressure adjustment control command value is set low, it is possible to obtain the line pressure according to the command value.
Even if the pump discharge capacity is temporarily increased, the line pressure adjusting control command value is low, so that the controllability can be improved without being affected by the temporary change in the pump discharge capacity.

According to another aspect of the present invention, there is provided a shift hydraulic system for an automatic transmission, wherein the engine output torque-equivalent value is equal to or less than a set value, and the detected throttle opening is other than about 0, the normal control is performed. A line pressure adjustment control command value that is lower than the command value is output. That is, even when the driver makes a start request, when the pump discharge capacity is not sufficiently obtained, by outputting a low line pressure adjustment control command value, the forward fastening element can be sufficiently operated. It is possible to execute the fastening control. Further, it becomes possible to detect whether or not the driver depresses the accelerator by using an existing throttle opening sensor or the like, and it is possible to reflect the driver's intention and control without increasing the cost.

In the hydraulic transmission for automatic transmission according to the third aspect, whether or not the pump discharge capacity can be obtained from the engine speed by providing the engine speed detection means as the engine output torque equivalent value. Therefore, it is possible to accurately determine the engagement control.

According to another aspect of the present invention, there is provided a shift hydraulic device for an automatic transmission, which is normally used when the engine output torque equivalent value is equal to or less than a set value (when the pump discharge capacity is not secured) in the engagement control section. A line pressure adjustment control command that is about 30 to 60% lower than the command value during control is output. Therefore, even when the discharge pressure of the main pump is considerably low, stable engagement control can be executed without impairing controllability.

According to another aspect of the present invention, there is provided a transmission hydraulic system for an automatic transmission, wherein the line pressure control switching portion detects a value equivalent to the engine output torque equal to or more than a set value (the engine output is large and slippage occurs in the engagement control). Occurs, while the pump discharge capacity is secured), the engagement control is switched to the normal control. As a result, it is possible to avoid the problem that the engine output torque becomes large during the engagement control, the forward engagement element slips a lot, and the engine blows up.

According to another aspect of the present invention, there is provided a shift hydraulic system for an automatic transmission, wherein a timing setting section is provided. A switching timing engine speed that is preset according to the throttle opening is set as the line pressure control switching timing in the timing setting unit. Then, the timing for switching from the fastening control to the normal control is output to the line pressure control switching unit. With this, for example, until the throttle opening is equal to or less than a predetermined value, the switching timing engine speed is set so that the throttle opening maintains a certain degree of linearity,
The control may be switched at a predetermined engine speed regardless of the magnitude of the throttle opening when the engine output torque is higher than the engine speed. Thereby, it becomes possible to output the switching timing according to the torque characteristic of the engine, and stable control can be achieved.

According to another aspect of the present invention, there is provided a hydraulic pressure changing system for an automatic transmission, wherein the line pressure control switching section uses the line pressure adjusting control command value output from the fastening control section to output the line pressure output from the normal control section. The pressure control command value is switched in a ramp shape. The line pressure regulation control command value output by the engagement control unit is set lower than the line pressure regulation control command value output by the normal control unit. Therefore, there is a difference in the command value when the control is switched. Here, it is possible to prevent the fastening shock by shifting to the ramp shape without rapidly increasing the line pressure adjustment control command value.

According to the eighth aspect of the present invention, there is provided the shift hydraulic control device, wherein when the detected throttle opening is substantially zero, the shift control means issues a shift stage command for operating the one-way clutch in the automatic transmission. With the output, it is possible to prevent the output rotation direction of the automatic transmission from rotating in the reverse direction by the action of the one-way clutch while the fastening of the forward fastening element is being performed. Here, for example, when the idle stop is performed in the middle of the uphill and the engine is restarted by canceling the idle stop, there is a possibility that the vehicle may move backward due to insufficient fastening force of the forward fastening element. However, the one-way clutch acts so that the brake is applied after the predetermined hydraulic pressure is secured, and the vehicle can be prevented from moving backward.

Further, when the detected throttle opening is other than substantially 0 (for example, the accelerator is ON), the lowest gear stage command is output.

Further, for example, in the case of an automatic transmission having a gear structure as shown in FIG. 2, the gear stage command applied by the one-way clutch is a second speed command. In the case of the 2nd speed, the hydraulic pressure is supplied to the apply side of the band brake.
When the 1st speed command is output from the 2nd speed, it is only necessary to drain the hydraulic pressure to make 2 → 1
Gear shifting can be achieved. Therefore, while the second speed command is being output, the throttle opening is set to a value other than approximately 0 (for example, the accelerator is ON), and high controllability can be obtained even when a sudden start request is issued, for example. .

Further, by passing through a gear stage other than the lowest gear stage (that is, a gear stage of 2nd gear or more), even if torque fluctuations on the engine side at restart occur, the torque output to the drive wheels Can be suppressed to a low value, and a fastening shock or the like can be prevented.

According to another aspect of the present invention, there is provided a shift hydraulic system for an automatic transmission, wherein, after it is determined that the engine has completely exploded, the turbine rotation speed decrease determination means sets a preset rotation speed of the turbine rotation speed. It is determined whether the number is lower than the number. Then, when it is determined that the turbine speed has decreased by the set speed or more, the switching means switches from the hydraulic pressure source priority supply means to the normal supply means.

That is, when the engine is cranked by the starter motor when the engine is restarted, and then when it is determined that the engine has completely exploded, the output torque of the engine is stabilized to some extent, and the turbine is driven by the torque input to the automatic transmission. Rotates. At this time, the hydraulic pressure is preferentially supplied to the forward coupling element by the hydraulic pressure source preferential supply means, and a certain degree of fastening force is generated. One of the forward fastening elements is connected to the turbine and one is connected to the drive wheels. Since the vehicle tries to start from a stopped state, a force for fixing the drive wheels works due to the inertial force. This inertia force once reduces the rotational speed of the turbine via the forward fastening element.

That is, after the turbine speed increases,
Once it is lowered, the fastening force of the forward fastening element is secured to some extent, which is the same state as when the so-called precharge is completed. By switching from the hydraulic pressure source preferential supply means to the normal supply means at this timing, smooth switching can be performed. It should be noted that when the turbine speed once begins to decrease, the fastening control is being executed, so that the driver does not feel uncomfortable.

According to another aspect of the present invention, there is provided a shift hydraulic system for an automatic transmission, wherein the output pressure of the lockup solenoid is used as the switching means. That is, the automatic transmission having the lockup clutch is usually provided with the lockup solenoid. Since this lockup solenoid does not lock up at the time of starting, it is not used in the first and second speeds during normal control. By using this lockup solenoid to switch between the hydraulic pressure source priority supply means and the normal hydraulic pressure supply means, it is possible to improve the operating rate of the lockup solenoid and to perform fine switching control by electronic control. it can.

[0033]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

(First Embodiment) FIG. 1 is a diagram showing a control system of an automatic transmission according to a first embodiment. 10 is an engine, 20 is an automatic transmission, 30 is a torque converter, 50
Is a control unit, and 60 is a starter generator. The engine 10 is provided with a fuel supply device 11 and supplies fuel to the engine 10. Further, a chain sprocket 12 is provided, and is connected by a chain 63 to a chain sprocket 62 provided on the starter generator 60 via an electromagnetic clutch 61.
When the starter generator 60 functions as a starter of the engine 10, a generator in a decelerating state, and a generator that generates electric power according to the state of charge of the battery, the starter generator 60 is engaged with the engine 10 by an electromagnetic clutch 61.

Further, the automatic transmission 20 includes the engine 10
A main pump 22 that is driven to rotate is also provided to supply hydraulic pressure to the hydraulic servo 23.

Signals from the idle stop switch 1, the brake switch 2, the steering angle sensor 3, the oil temperature sensor 4, and the vehicle speed sensor 5 are input to the control unit 50, and the starter generator 60 and the fuel supply device 11 are input.
Control the operation of.

In the first embodiment, the transmission mechanism section 24 is provided with a gear type stepped transmission. FIG. 2 shows the first embodiment.
FIG. 3 is a schematic diagram showing the configuration of the stepped transmission of FIG. In FIG. 2, G1 and G2 are planetary gears, M1 and M2 are connecting members,
R / C, H / C, L / C are clutches, B / B, L & R /
B is a brake, L-OWC is a one-way clutch, IN
Is an input shaft (input member), and OUT is an output shaft (output member).

The first planetary gear G1 is a first sun gear S.
1, a first ring gear R1, and a first pinion type planetary gear having a first carrier PC1 that supports a pinion that meshes with both gears S1 and R1. The second planetary gear G
Reference numeral 2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a pinion that meshes with both gears S2, R2. The third planetary gear G3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a pinion meshing with both gears S3, R3. The first connecting member M1 is
It is a member that integrally connects the first carrier PC1 and the second ring gear R2 via the low clutch L / C. The second connecting member M2 is a member that integrally connects the first ring gear R1 and the second carrier PC2.

The reverse clutch R / C is engaged in the R range to connect the input shaft IN and the first sun gear S1. The high clutch H / C is engaged in the 3rd and 4th speeds, and the input shaft I
N and the first carrier PC1 are connected. Low clutch L / C
Is engaged in the 1st, 2nd, and 3rd gears, and the first carrier PC1
And the second ring gear R2. Low & reverse brake L & R / B is engaged in the 1st speed and R range to fix the rotation of the first carrier PC1. Band brake B / B is 2
The first sun gear S1 is fixed in rotation at the fourth and fourth speeds. The low one-way clutch L-OWC operates when the vehicle is in an accelerating state at the first speed, and fixes the rotation of the first carrier PC1. It does not work during deceleration.

The input shaft IN is connected to the first ring gear R1 and transfers the engine rotational driving force to the torque converter 30.
To enter via. The output shaft OUT is the second carrier
It is connected to the PC2 and transmits the output rotational drive force to the drive wheels via a final gear not shown. A hydraulic servo 23 is connected to each of the clutches and brakes to generate a fastening pressure or a release pressure at each gear.

[Shifting Action] FIG. 3 is a diagram showing a fastening operation table in the shifting mechanism portion 24 of the first embodiment. In FIG. 3, ◯ indicates a fastening state, and x indicates a non-fastening state.

[Hydraulic Circuit Configuration] FIG. 4 is a hydraulic circuit diagram showing a hydraulic circuit for supplying control hydraulic pressure from the hydraulic servo 23 to the speed change mechanism 24 in the first embodiment. Engine 10
Driven by the main pump 22, and the main pump 2
A pressure regulator valve 47 for adjusting the discharge pressure of 2 as a line pressure, a first line pressure oil passage 39 for supplying the line pressure to the manual valve, and a second line pressure oil passage 40 for supplying the line pressure after passing through the manual valve. Is provided.

Further, there are provided a first shift valve 41 and a second shift valve 42 for switching the hydraulic circuit, and pilot pressure oil passages 41b, 42b for supplying pilot pressure for operating the shift valves 41, 42. Further, the second line pressure oil passage 40 is provided with a bypass oil passage 45 having a small passage resistance. In this bypass oil passage 45,
A first switching valve 44 that is provided immediately before the low clutch L / C and that switches between the communication state and the non-communication state of the bypass oil passage 45 and the low clutch L / C is provided.

A lockup control valve 600 for controlling the apply pressure and the release pressure of the lockup clutch,
A lockup solenoid 520 for controlling the operation of the lockup control valve 600 is provided.

The oil passage 81 communicates with the storage chamber 44l for urging the spring of the first switching valve 44 and the port a of the first shift valve 41. Also, the lockup solenoid 5
The output port 521 of 20 communicates with the port c of the first shift valve 41.

First shift valve 41 in the first speed and second speed states
The first shift solenoid 41b is in the ON state, and the spool valve is in the upper position overcoming the load of the spring 41a. Then, the port a of the first shift valve 41
And the port c are communicated with each other, and the output pressure of the lock-up solenoid 520 is stored in the storage chamber 4 of the first switching valve 44 via the oil passage 81.
Led to 4l.

On the other hand, in the third and fourth speed states, the first shift valve 41 has the first shift solenoid 41b off,
The spool valve 44f is located below due to the spring load. In this state, the storage chamber 44l of the first switching valve 44
Becomes a drain state via the oil passage 81, the port a and the port b of the first shift valve 41. On the other hand, the output pressure of the lockup solenoid 520 is transmitted through the ports c and d of the first shift valve 41 to the lockup control valve 600.
Connected to port a1.

FIG. 5 is an enlarged sectional view of the first switching valve 44. The first switching valve 44 is composed of a spool valve 44f and a return spring 44g. The spool valve 44f includes a first pressure receiving portion 44i (pressure receiving area A1) that receives a hydraulic pressure that opposes the spring force of the return spring 44g and the lockup solenoid output pressure, and the second pressure receiving portion 4
4j (pressure receiving area A2) is provided.

A normal low clutch pressure supply oil passage 101 having an orifice d1 is connected to the port 44a. A low clutch L / C is in communication with the port 44b. Bypass oil passage 4 with low passage resistance at port 44c
5 are communicated. Interlock prevention oil passage 1 that supplies high clutch H / C engagement pressure to port 44d
03 is in communication. The port 44e is connected to the switching line pressure oil passage 102 before passing through the manual valve 213. An oil passage 81 that supplies the oil pressure output from the lockup solenoid 520 via the first shift valve 41 is connected to the port 44h. Port 44
An oil passage for supplying a hydraulic pressure to the low clutch accumulation chamber 300 is connected to k.

Here, the passage resistance of the bypass oil passage 45 is
It is desirable to make it as small as possible. That is, an orifice for preventing surge pressure immediately after fastening is provided in another oil passage (especially just before each fastening element) to adjust the rising characteristic of the line pressure. As a result, the bypass oil passage 4
This is because a large amount of oil discharged from the main pump can be supplied to the low clutch L / C by setting the passage resistance of 5 small.

Return spring 44g set load kx
0 and lock-up solenoid 5 acting on the storage chamber 44l
The sum of the values obtained by multiplying the hydraulic pressure PL / U output by 20 by the pressure receiving area A2 is larger than the value obtained by multiplying the line pressure PL applied to the first pressure receiving portion 44i by the pressure receiving area A1 (kx0 + PL / U · A2> PL
In the case of A1), the port 44b and the port 44c communicate with each other, and the hydraulic pressure after passing through the manual valve 213 flows into the low clutch L / C via the bypass oil passage 45.

Here, kx0 is the return spring 44.
It is the set load of g and is divided by the pressure receiving area A1 kx0 /
When A1 is represented by Ps, it is defined as Pset = Ps + PL / U · A2 / A1. Here, Ps (= kx0 / A1) is about 1kg / c
m ² and A2 / A1 are set to 1 or more (for example, 1.5).

When Pset> PL, the first switching valve 44 is
As described above, the low clutch L / C communicates with the bypass oil passage 45, and when Pset> PL, the low clutch L / C communicates with the orifice d1 and the normal hydraulic circuit communicating with the low clutch accumulator 300.

(Idle Stop Control) FIG. 6 is a flowchart showing the basic control contents of the idle stop control.

In step 101, the idle stop switch 1 is energized, the vehicle speed is 0, the brake switch is ON,
It is determined whether or not the steering angle is 0 and a range other than the R range is selected, and the process proceeds to step 102 only when all the conditions are satisfied, otherwise the idle stop control is ignored.

In step 102, it is determined whether the selected position is in the D range, and if it is in the D range, step 10
3 and otherwise proceeds to step 104.

In step 103, it is determined whether the oil temperature Toil is higher than the lower limit oil temperature Tlow and lower than the upper limit oil temperature Thi. If the conditions are satisfied, the process proceeds to step 104, otherwise the process proceeds to step 101. move on.

In step 104, the engine 10 is stopped.

In step 105, the brake switch 2
Is ON, and if it is ON, step 1
06, otherwise proceed to step 104.

In step 106, it is determined whether or not the idle stop switch 1 is energized. If not, the process proceeds to step 104, and if it is energized, the process proceeds to step 107.

In step 107, engine restart control is executed.

That is, if the driver desires the idle stop control, the vehicle is stopped, the brake is depressed, the steering angle is 0, and the R range is not selected, the engine 10 is stopped. . Here, the idle stop switch 1 conveys the driver's intention to execute or cancel the idle stop. This switch is energized when the ignition key is turned. Also,
The reason why the steering angle is 0 is that the idle stop is prohibited when the vehicle is temporarily stopped during traveling such as turning right.

Further, the reason why the idle stop control in the R range is prohibited is that the amount of oil required to complete the engagement state is much larger than that in the 1st speed engagement state, and there is a possibility that a sufficient amount of oil cannot be supplied. Is. That is, as shown in the engagement table of FIG. 3, it is necessary to supply hydraulic pressure to the low clutch L / C at the first speed. Therefore, even if each shift valve does not switch the oil passage, the low clutch L /
The hydraulic pressure may be supplied from the bypass oil passage 45 only to C.
However, in the R range, the reverse clutch R / C and the low & reverse brake L & R / B must also be supplied with hydraulic pressure, so it is difficult to supply the amount of oil required for engagement before the engine is started. .

Next, it is determined whether the oil temperature Toil is higher than the lower limit oil temperature Tlow and lower than the upper limit oil temperature Thi. This is because if the oil temperature is not equal to or higher than the predetermined temperature, the predetermined amount of oil may not be filled before the complete explosion of the engine due to the viscous resistance of the oil. Further, when the oil temperature is high, the volumetric efficiency of the main pump 22 decreases due to the decrease in the viscous resistance, and the leak amount of each part of the valve increases. This is because there is a possibility that it cannot be filled.

Next, when the brake is released, it is determined that the driver intends to start the engine, and even when the brake is depressed, it is confirmed that the idle stop switch 1 is not energized. If it is, it is determined that the driver has the intention to start the engine. This is because when the driver feels that the temperature inside the vehicle is hot, the load on the battery and the inability to use the air conditioner or the like will not occur if the engine 10 is stopped by idle stop, for example. By being able to cancel the idle stop control by will, it is configured to be able to execute the control more in line with the driver's intention.
As a result, by operating the starter generator 60, hydraulic pressure is supplied to the second line pressure oil passage 40.

At this time, since the main pump 22 is stopped when the engine is stopped, the first switching valve 44 is switched by the return spring 44g so that the bypass oil passage 45 and the low clutch L / C communicate with each other. . Here, when the engine is stopped, the oil supplied to the low clutch L / C also escapes from the oil passage, and the oil pressure drops. Therefore, when the engine 10 is restarted, the low clutch L / C, which should be engaged during the first speed running, is also in a disengaged state. It is necessary to supply.

(Engine Restart Control) Next, engine restart control will be described. FIG. 7 is a flowchart showing the engine restart control in the first embodiment.

In step 201, the throttle opening TV
O, engine speed Ne, turbine speed Nt are read.

At step 202, the lockup duty solenoid 520 is turned on.

At step 203, the throttle opening TVO
Is judged to be 0, the process proceeds to step 216 when the throttle opening TVO = 0, and the process proceeds to step 2 when TVO ≠ 0.
Go to 03A.

At step 203A, the engagement control of the line pressure duty solenoid is started. FIG. 9 is a map showing the relationship between the throttle opening TVO and the duty ratio for each oil temperature in the normal control and the engagement control of the line pressure duty solenoid. The duty ratio is determined based on this map and the duty ratio is output.

At step 204, an ON command is output to the second shift solenoid 42 (first speed command).

In step 205, it is determined whether the engine has started self-sustaining rotation, and steps 201 to 205 are repeated until it is determined that the engine is self-sustaining rotating. When it is determined that the independence determination has started, the process proceeds to step 206.

In step 206, it is judged whether or not the drop of the turbine speed Nt has occurred by a predetermined amount ΔNt,
If the turbine speed Nt has not dropped,
Steps 201 to 206 are repeated until it occurs, and when a drop in the turbine speed Nt occurs, the process proceeds to step 207.

At step 208, the throttle opening TVO
Is again determined. If TVO = 0, the process proceeds to step 221, and if TVO ≠ 0, the process proceeds to step 209.

In step 209, the throttle opening TV which is the condition for ending the engagement control of the line pressure duty solenoid.
The engine speed Ne1 corresponding to O is determined from the map shown in FIG.

In step 210, it is judged whether or not the current engine speed Ne is larger than the engine speed Ne1 determined in step 209. If Ne ≦ Ne1, the process proceeds to step 211, and if Ne> Ne1. Step 21
Go to 0.

At step 211, the engagement control of the line pressure duty solenoid is continued.

At step 212, the engine speed is read and the routine proceeds to step 209.

In step 213, the engagement control value of the line pressure duty solenoid is increased with a constant inclination (ramp control with a constant inclination). The lamp control will be described later in detail.

In step 214, it is judged whether or not the engagement control value of the line pressure duty solenoid has reached the normal control value, and the ramp control with a constant inclination is continued in step 213 until it reaches the normal control value.

In step 215, the line pressure duty solenoid is set to the normal control, and the second shift solenoid 42 is set.
Also in normal control.

In step 216, the second shift solenoid 42 is instructed to be turned off (second speed command), and the minimum value min is output as the engagement control value of the line pressure duty solenoid.

In step 217, it is determined whether the engine has started self-sustaining rotation. If it is self-sustaining, the process proceeds to step 218. If it is not self-sustaining, step 2 is executed.
Steps 01 to 216 are repeated.

In step 218, it is judged whether or not the drop of the turbine speed Nt has occurred by a predetermined amount ΔNt,
If the turbine speed Nt has not dropped,
Until it occurs Step 201 → 203 → Step 218
When the turbine rotation speed Nt drops, the process proceeds to step 219.

At step 220, the throttle opening TVO
If TVO = 0, the process proceeds to step 221, and if TVO ≠ 0, this control ends, and the process proceeds to step 201 → step 203 → step 204.

At step 221, the second shift solenoid is turned off (second speed command), the minimum value min is output as the engagement control value of the line pressure duty solenoid, and the routine proceeds to step 222.

At step 222, the throttle opening TVO
Is read again and the process proceeds to step 220. Then, the second speed command is continuously output until the throttle opening TVO is detected.

The above engine restart control will be described below with reference to a time chart. FIG. 10 is a time chart showing engine restart control and gear shift control after idle stop.

A state will be described in which step 201 → step 202 → step 203 → step 216 → step 217. When the brake SW is turned off, the engine restart control is started. First, the engine starter is turned on, and a second speed command is output to the second shift solenoid 42 while the throttle opening TVO is 0 (the accelerator is not depressed at the moment when the brake is released, and the throttle opening is TVO is 0). That is, the second shift solenoid 42 is turned off and the first shift solenoid 41 is turned on (see the fastening table in FIG. 3).

At the same time, the lockup solenoid is turned on.
Let N. Then, the oil flows through the oil passage shown in the hatched portion of the hydraulic circuit diagram of FIG. By outputting the second speed command when the accelerator is not depressed in this manner, the low one-way clutch is engaged while the servo apply pressures of the low clutch L / C and the brake band B / B shown in FIGS. The action of the L-OWC prevents the output rotation direction of the automatic transmission from rotating in the reverse direction.

FIG. 17 is a nomographic diagram of the first speed forward rotation and the first speed reverse rotation of the automatic transmission according to the first embodiment.
FIG. 18 shows an alignment chart of the reverse rotation at the second speed. As shown by an arrow A in FIG. 17, when the reverse rotation is input from the driving wheels on the uphill or the like in the first speed, the vehicle reverses as it is.
Here, as shown in FIG. 18, even if the reverse rotation is input from the drive wheel side in the second speed, the brake band B fixing the low one-way clutch L-OWC and the sun gear S1.
The drive wheel can be fixed by the action of / B.

Therefore, for example, even when the idle stop is performed in the middle of an uphill and the engine is restarted by canceling the idle stop, the brake band B / which fixes the low one-way clutch L-OWC and the sun gear S1. B
Immediately after the hydraulic pressure that can be engaged with is secured, the brake is applied to prevent the vehicle from moving backward from that point onward.

First, the first shift solenoid 41b is turned on.
As a result, the first shift valve 41 moves upward in the figure, and the hydraulic pressure output from the lockup solenoid 520 is guided to the storage chamber 44l of the first switching valve 44 via the oil passage 81. In addition, a line pressure, which is a counter pressure that is the sum of the output pressure PL / U from the lockup solenoid 520 and the pressing force of the spring 44 g, is guided to the first switching valve 44 from the oil passage 102. Further, a low clutch L / C is provided from a bypass oil passage 45 branched from the line pressure oil passage 40 via a first switching valve 44.
The oil pressure is directly supplied to. At the same time, the pressure modifier valve 80 is controlled by the control of the line pressure duty solenoid 70, and the line pressure is controlled by adjusting the pressure regulator valve 47. Here, since the throttle opening TVO is 0, the minimum duty min control of the duty ratio of the line pressure duty solenoid 70 is about 5 to 10% (see FIG. 9).

Next, step 203 → step 203A
→ Step 204 → Step 205 → Step 206 →
The state of proceeding to step 207 → step 208 → step 209 → step 210 → step 213 → step 214 → step 215 will be described.

The engine is rotated by cranking the starter generator 60, and the driver depresses the accelerator. At this time, the second shift solenoid 42 is turned on
The command is output, and the first speed command is output. Then, depending on the throttle opening TVO, the line pressure duty solenoid 70
The duty ratio of is controlled according to the map of FIG.

In step 205, it is judged from the engine speed whether the engine has started self-sustaining rotation. When the engine speed exceeds a predetermined value, the starter generator 60 is turned off. At this time, the turbine rotation speed Nt rises to some extent after the engine complete explosion, and the rotation speed drops once due to the load due to the increase in the engagement force of the low clutch L / C and the inertial force due to the stopped state of the vehicle, and then rises smoothly. There is. Utilizing this characteristic, in step 206, the turbine rotation speed Nt is the predetermined rotation speed ΔNt after the engine complete explosion.
After determining whether or not the turbine speed Nt has dropped, the lockup solenoid 520 is turned on.
FF.

The state of the first switching valve 44 at this time will be described. The line pressure is introduced to the first pressure receiving surface A1 of the first switching valve 44, and the spring 44g and the lockup solenoid output pressure PL / U are introduced as the opposing pressures. Also, from the bypass oil passage 45, the low clutch L / C
Oil pressure is directly supplied to. In the engine cranking state before the complete explosion of the engine, the hydraulic pressure may fluctuate greatly, and in particular, the line pressure applied to the first pressure receiving surface A1 may suddenly increase to move and switch the spool 44f. . Therefore, the lockup solenoid 520
By supplying the hydraulic pressure from the bypass oil passage 45, the first switching valve 45 can reliably prevent the bypass oil passage 45 from changing even if the hydraulic pressure fluctuates.
To secure communication with the low clutch L / C.

On the other hand, since the stable line pressure can be secured to some extent when the engine is completely exploded, the lockup solenoid 520 is turned off. As a result, as shown by the hatched portion in the hydraulic circuit diagram of FIG. 12, the first switching valve 44 is gradually switched from the bypass oil passage 45 to the normal oil passage 101 in accordance with the rise of the line pressure, and the engagement shock or the like is prevented. Is what you can do.

Here, when the engine speed Ne1 for each throttle opening determined in step 209 is reached after turning off the lockup solenoid 520,
Pump discharge capacity is secured to obtain the required low clutch L / C engagement force. Therefore, when the engine speed Ne1 is reached, the engagement control of the line pressure duty solenoid is switched to the normal control. During this switching, lamp control is performed in step 210.

The lamp control will be described below. Figure 1
3 is a diagram showing the relationship between the throttle opening and the duty ratio in the engagement control and the normal control.

(When the throttle opening is 2/8) When the throttle opening is 2/8, there is a difference in duty ratio of ΔP1 between the engagement control and the normal control as shown in FIG. At this time, the constant inclination control is adopted in the first embodiment. FIG. 14 is a time chart of the duty ratio when the inclination is constant. As shown in FIG. 14B, when the throttle opening TVO is 2/8, the inclination is θ3, so the time Tz required for the transition can be expressed by the following equation. Tz = (ΔP1 / θ3) (When throttle opening is 3/8) Throttle opening is 3 /
In the case of 8, there is a difference in the duty ratio of ΔP2 between the engagement control and the normal control as shown in FIG. 13 (ΔP1 <ΔP
2). At this time, as shown in FIG. 14A, when the throttle opening TVO is 3/8, the inclination is θ3,
The time Ty required for the transition can be expressed by the following equation. Ty = (ΔP2 / θ3) In this way, by keeping the inclination constant, the transition time can be made variable according to the throttle opening, and smooth control transition can be performed according to the duty ratio difference ΔP. Is possible. Further, the first switching valve 44 can be switched in the underlap state, and when the bypass oil passage 45 is switched to the normal engagement pressure supply oil passage 101, the engagement pressure to be supplied is supplied without interruption. It
As a result, it is possible to prevent the engagement pressure of the low clutch L / C from decreasing at the time of switching, and it is possible to realize smooth traveling during normal traveling without affecting the shift control of the automatic transmission. .

(Second Embodiment) FIG. 15 is a flowchart showing engine restart control in the second embodiment. Since the basic control contents are the same, only different points will be described in detail.

At step 213a, counting is started until the preset time T1 set by the timer is reached.

In step 213b, the ramp control for shifting the duty ratio of the line pressure duty solenoid from the fastening control to the normal control in a ramp shape is started.

At step 213c, the duty value gradient ΔP is calculated so as to become the value of the normal control when the set time T1 has elapsed from the start time of the lamp control.

At step 213d, a value obtained by adding ΔP × timer value to the engagement control value is output as the line pressure duty ratio.

That is, in the first embodiment, when shifting from the fastening control to the normal control in the ramp control, the fastening control value shifts to the normal control value while keeping the inclination constant, but in the second embodiment, The control shift time is controlled to be constant.

(When the throttle opening is 2/8) When the throttle opening is 2/8, there is a difference in duty ratio of ΔP1 between the engagement control and the normal control as shown in FIG. At this time, the transition time constant control is adopted in the second embodiment. FIG. 16 is a time chart of the duty ratio when the transition time is constant. As shown in FIG. 16B, when the throttle opening TVO is 2/8, the transition time is T1, so the inclination θ2 can be expressed by the following equation. θ2 = ΔP1 / T1 (when throttle opening is 3/8) Throttle opening is 3 /
When there is 8, there is a difference in the duty ratio of ΔP2 between the engagement control and the normal control as shown in FIG. 16 (ΔP1 <ΔP
2). At this time, as shown in FIG. 16A, when the throttle opening TVO is 3/8, the transition time is T1, so the inclination θ1 can be expressed by the following equation. θ1 = (ΔP2 / T1) In this way, by keeping the transition time constant, the inclination can be varied according to the throttle opening, and even if the duty ratio difference ΔP is large, control is performed within the set time. It is possible to make a transition.

As described above, in the speed change hydraulic system for the automatic transmission according to the first and second embodiments, the low clutch L / L from the bypass oil passage 45 is restarted when the engine is restarted after the idle stop. Since the hydraulic pressure is preferentially supplied to C, even if the throttle opening is at the maximum value,
When the pump discharge pressure is not sufficiently obtained, the engagement control can be executed sufficiently for the low clutch L / C by outputting the line pressure duty ratio lower than the command value during the normal control. Further, the fastening force becomes smaller by lowering the line pressure. As a result, the engine load before the complete explosion of the engine is reduced, and the complete explosion of the engine can be completed quickly.

[0111] Further, immediately after the complete explosion of the engine, there may be a momentary overspeed of the engine. However, even after the complete explosion of the engine, the engagement control is performed, so that the engagement shock can be prevented and surely performed. Fastening control can be performed. Here, in a situation where the discharge pressure of the main pump 22 is not sufficiently secured even before or after the complete explosion of the engine, even if a high line pressure duty ratio is output, the line corresponding to the command value is output. It is difficult to obtain pressure, which may lead to deterioration of controllability. Immediately after the complete explosion of the engine, the engine may become over-rotated, and the pump discharge capacity may temporarily increase rapidly.

However, in the first and second embodiments,
Even if the discharge pressure of the main pump 22 is not sufficiently secured, the line pressure duty ratio is set low, so that the line pressure according to the command value can be obtained. Since the line pressure duty ratio is low even if is temporarily increased, the controllability can be improved without being affected by a temporary change in the pump discharge capacity.

Further, there is provided a map (see FIG. 8) in which the engine speed corresponding to the preset switching timing according to the throttle opening is set. Then, the timing at which the engagement control is switched to the normal control is output. Thus, for example, an engine speed that gradually increases according to the throttle speed is set up to a throttle opening of 2/8 or less, and an engine output torque rapidly increases when the throttle opening is 2/8 or more. Since the rotation speed is used, the control is switched at a lower engine speed even if the throttle opening becomes large. Thereby, it becomes possible to output the switching timing according to the torque characteristic of the engine, and stable control can be achieved.

Further, ramp control is performed in which the line pressure duty ratio at the time of engagement control is switched to the line pressure duty ratio at the time of normal control in a ramp shape. The line pressure duty ratio during engagement control is set lower than the line pressure duty ratio during normal control. Therefore, there is a difference in the command value when the control is switched. Here, by shifting to a ramp shape without rapidly increasing the line pressure duty ratio,
It is possible to prevent a fastening shock.

When the engine is restarted and the throttle opening is approximately 0 which is set in advance, the low speed one-way clutch L-OWC and the brake band B / B in the automatic transmission are the second speed command which is a speed command. Is output, it is possible to prevent the output rotation direction of the automatic transmission from rotating in the reverse direction due to the action of the one-way clutch, while engaging the low clutch L / C and the brake band B / B. . Therefore, for example, even if the idle stop is performed in the middle of an uphill and the engine is restarted by canceling the idle stop, the low one-way clutch L-OW
By the action of C and the brake band B / B, the brake is applied and the reverse movement of the vehicle can be prevented.

Further, when the throttle opening is detected, the first gear command is output. Further, in the case of the 2nd speed, the hydraulic pressure is supplied to the apply side of the band brake, but if the 1st speed command is output from the 2nd speed, the 2 → 1 shift can be achieved only by removing the hydraulic pressure. Therefore, even when the throttle opening is detected while the second speed command is being output and a sudden start request is issued, for example, high controllability can be obtained. Further, by passing through the second speed stage, even if torque fluctuation or the like occurs on the engine side, the torque output to the drive wheels can be suppressed to a low level, and a fastening shock or the like can be prevented.

When it is determined that the turbine speed has decreased by the set speed or more after it is determined that the engine has completely exploded, the first switching valve 44 changes the bypass oil passage 45 to the normal supply oil passage 101. Can be switched. That is,
When the engine restarts, the engine is the starter generator 6
Cranked by 0. At this time, the turbine speed is oscillating, but if it is determined that the engine has completely exploded, the output torque of the engine is stabilized to some extent, and the turbine is rotated by the torque input to the automatic transmission.
At this time, hydraulic pressure is supplied to the low clutch L / C by the bypass oil passage 45, and a certain degree of engagement force is generated.
One of the low clutches L / C is connected to the turbine and one is connected to the drive wheels. Since the vehicle tries to start from a stopped state, a force for fixing the drive wheels works due to the inertial force. This inertia force temporarily reduces the rotational speed of the turbine via the low clutch L / C.

That is, after the turbine speed increases,
When it goes down once, the engagement force of the low clutch L / C is secured to some extent and the so-called precharge is completed. By switching from the bypass oil passage 45 to the normal oil passage 101 at this timing, smooth switching can be performed. It should be noted that when the turbine speed once begins to decrease, the fastening control is being executed, so that the driver does not feel uncomfortable.

Further, the switching pressure of the first switching valve 44 is controlled by using the output pressure of the lockup solenoid 520. That is, the lockup solenoid 520 is not locked up at the time of starting, and thus is not normally used in the first speed or the second speed. By operating the first switching valve 44 using the lockup solenoid 520, it is possible to improve the operating rate of the lockup solenoid 520 and to perform fine switching control by electronic control.

Although the first and second embodiments have been described above, the invention of the present application is not limited to the above-described structure, but may be applied not only to the low clutch as long as it is a fastening element during forward movement of the automatic transmission. You can Further, in each of the above-described embodiments, the case where the invention is applied to the forward engagement element of the stepped automatic transmission is shown, but it may be applied to the forward engagement element of the continuously variable transmission.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of a main unit of a vehicle including a shift hydraulic device for an automatic transmission according to an embodiment.

FIG. 2 is a schematic diagram illustrating a configuration of a stepped transmission that is a transmission mechanism unit according to the embodiment.

FIG. 3 is a fastening table of each fastening element of the stepped transmission according to the embodiment.

FIG. 4 is a circuit diagram showing a hydraulic circuit according to the first embodiment.

FIG. 5 is a sectional view showing a configuration of a first switching valve according to the first embodiment.

FIG. 6 is a flowchart showing idle stop control in the first embodiment.

FIG. 7 is a flowchart showing engine restart control after idle stop in the first embodiment.

FIG. 8 is a map showing an engine speed as a switching timing for each throttle opening according to the first embodiment.

FIG. 9 is a map showing the relationship between the throttle opening and the duty ratio during engagement control and normal control in the first embodiment.

FIG. 10 is a time chart showing engine restart control after idle stop according to the first embodiment.

FIG. 11 is a circuit diagram showing a hydraulic circuit at the time of restarting the engine in the first embodiment and showing hydraulic pressure supply by a bypass circuit.

FIG. 12 is a circuit diagram showing a hydraulic circuit at the time of engine restart in the first embodiment, which represents hydraulic pressure supply by a normal oil passage.

FIG. 13 is a graph showing transition of duty ratio from engagement control to normal control in the first embodiment.

FIG. 14 is a time chart showing constant-ramp ramp control from engagement control to normal control in the first embodiment.

FIG. 15 is a flowchart showing idle stop control in the second embodiment.

FIG. 16 is a time chart showing a constant inclination ramp control from engagement control to normal control in the second embodiment.

FIG. 17 is a collinear chart of the first speed stage of the automatic transmission according to the first embodiment.

FIG. 18 is a collinear diagram of the second speed of the automatic transmission according to the first embodiment.

[Explanation of symbols]

1 Idle stop switch 2 Brake switch 3 Rudder angle sensor 4 Oil temperature sensor 5 vehicle speed sensor 10 engine 11 Fuel supply device 12 chain sprockets 20 automatic transmission 22 Main pump 23 Hydraulic servo 24 Transmission mechanism 30 torque converter 39 line pressure oil passage 40 line pressure oil passage 41 shift valve 42 shift valve 41b, 42b Pilot pressure oil passage 44 First switching valve 44a port 44b port 44c port 44d port 44e port 44d port 44f spool valve 44g return spring 44h port 44i First pressure receiving section 44j Second pressure receiving portion 44k port 44l storage room 45 bypass oil passage 47 Pressure Regulator Valve 50 control unit 60 Starter Generator 61 Electromagnetic clutch 62 chain sprocket 63 chains 70 line pressure duty solenoid 80 Pressure Modifier Valve 80a output port 80b spring 81 oil passage 101 Low clutch pressure supply oil passage 102 Interlock prevention oil passage 103 Interlock prevention oil passage 105 Accumulation oil passage 213 Manual valve 300 low clutch accumulation chamber 301,302 Accumulation room 520 Lockup solenoid 600 lock-up control valve d1 orifice G1 planetary gear G2 planetary gear G3 planetary gear H / C high clutch B / B band brake L / C low clutch R / C reverse clutch IN input axis OUT output shaft

Continued front page    F-term (reference) 3J552 MA02 MA12 MA26 NA01 NB01                       PA26 PA58 QA30C RB03                       RC01 RC02 SA07 SA52 VA07W                       VA32W VA48Z VA53W VA62Z                       VA66Z VB01Z VB10Z VC01W                       VC02W VC03W VD05Z VD11Z                       VD14Z

Claims (10)

[Claims] 1. An engine having an idle stop control means for outputting an idling operation and a stop signal of the engine to an engine control unit according to a preset idling stop condition, and a main pump driven by the engine as a hydraulic pressure supply source. An automatic transmission that performs shift control by a control valve unit based on a command from the shift control means, and a hydraulic pressure source preferential supply means that preferentially supplies the line pressure in the control valve unit to a forward engaging element in the automatic transmission. A line pressure adjusting means capable of adjusting the line pressure and controlling engagement of the forward engaging element; a line pressure adjusting control means for outputting a pressure adjusting control command to the line pressure adjusting means; A vehicle including a switching unit that switches between the hydraulic pressure source preferential supply unit and the normal supply unit. In, the engine output torque detection means for detecting the engine output torque equivalent value is provided, to the line pressure adjustment control means, a normal control unit for outputting a line pressure adjustment control command after completion of the forward fastening element engagement, The forward movement fastening element is provided with a fastening control unit that outputs a line pressure adjustment control command before the completion of fastening, and when the vehicle restarts after idle stop, the fastening control unit determines whether the line is in accordance with the detected engine output torque equivalent value. Automatically characterized by outputting a pressure regulation control command and, when the engine output torque equivalent value is equal to or less than a preset setting value, outputting a line pressure regulation control command lower than the command value during normal control. Transmission hydraulic system for transmission. 2. The shift hydraulic system for an automatic transmission according to claim 1, further comprising a throttle opening detection means for detecting a throttle opening, wherein the engagement control section sets the engine output torque equivalent value to the set value. A shift hydraulic system for an automatic transmission, which outputs a line pressure adjusting control command lower than a command value during normal control when the detected throttle opening is other than approximately 0 at the following times. 3. The shift hydraulic system for an automatic transmission according to claim 1, wherein the engine output torque detecting means is engine speed detecting means for detecting an engine speed, and the engine output torque equivalent value is A shift hydraulic system for an automatic transmission, characterized in that the engine speed is set. 4. The gear shift hydraulic device for an automatic transmission according to claim 1, wherein the engagement control unit sets the engine output torque equivalent value to 3 or less from a command value during normal control when the engine output torque equivalent value is equal to or less than the set value. A shift hydraulic system for an automatic transmission, which outputs a line pressure adjustment control command that is about 60% lower. 5. The shift hydraulic system for an automatic transmission according to claim 1, wherein the line pressure adjusting control means controls the engagement when the detected engine output torque equivalent value is equal to or more than the set value. A shift hydraulic device for an automatic transmission, comprising: a line pressure control switching unit that switches from control by a control unit to control by the normal control unit. 6. The shift hydraulic system for an automatic transmission according to claim 5, wherein the line pressure adjusting control means sets a switching timing engine speed preset as the set value according to a throttle opening. The shift hydraulic device for an automatic transmission, further comprising a timing setting unit that outputs a timing at which the engagement control is switched to the normal control unit to the line pressure control switching unit. 7. The shift hydraulic device for an automatic transmission according to claim 5, wherein the line pressure control switching unit outputs a line output from the fastening control unit when switching from the fastening control unit to the normal control unit. A shift hydraulic device for an automatic transmission, characterized in that a pressure regulation control command value is switched to a line pressure control command value output from a normal control section in a ramp shape. 8. The shift hydraulic device for an automatic transmission according to claim 2, wherein the shift control means has a detected throttle opening of substantially zero.
A gear shift hydraulic command for the automatic transmission is output in the case of, and a minimum gear shift command is output when the one-way clutch in the automatic transmission acts, and when it is other than substantially zero, the shift hydraulic device of the automatic transmission. 9. A shift hydraulic device for an automatic transmission according to claim 1, wherein turbine rotational speed detecting means for detecting an input rotational speed of the automatic transmission, and set rotational speed for which the turbine rotational speed is preset. A turbine rotation speed reduction determining means for determining whether or not it has decreased, and an engine complete explosion determining means for determining whether or not the engine has completed explosion are provided, and the switching means, after determining that the engine has completed explosion, When the turbine rotation speed decrease determining means determines that the turbine rotation speed has decreased by more than the set rotation speed, the means for switching from the hydraulic pressure source priority supply means to the normal supply means is used to shift hydraulic pressure of the automatic transmission. apparatus. 10. The shift hydraulic device for an automatic transmission according to claim 1, wherein the automatic transmission is an automatic transmission including a lockup clutch that directly connects the engine and the automatic transmission, A lockup solenoid for controlling engagement of the lockup clutch and a lockup clutch control valve are provided in the device, and the switching means is a means using output pressure of the lockup solenoid. Variable speed hydraulic system.